Means for regulating combustion-engines.



w P. G. ROESTL' MEANS FOR RE'G'NLATING COMBUSTION ENGINES.

APPLICATIOVN FILED JUNE 1 1912.

3 SHEETS-SHEET lh WITNESSES ATTQRNEY Patented Jan. 4, 1916.

, -P.LG. raozsn,- MEANS FOR REGULATING COMBUSTION ENGINES.

. APPLICATION FILED JUNE 1, 1912- 3 SNEETS-SHEET 2.

I) B a V w M A m a o O J, g w

o m w o) N w m R U o a m w WITNESSES Patented-Jan. 4, 1916.

P. .e. R QESTI. MEANS'FOR REGULATING COMBUSTION ENGINES. APPLICATIONFILED JUNE I, I912.

s SHEET'S-SHEET 3.

WITNESSES Patan'tad Jan. 4,1916.

N TED STATES PATENT (OFFICE.

PAUL G. RoEsrI, or WINTER-THUR, SWITZERLAND, As'sIsNoR TOBUSGH-SULZERBROS.- DIESEL Enema COMPANY, or ST. LOUIS, MIssoURI, A CORPORATION orMISSOURI.

MEANS FOR- REGULATING CQMBUSTION-ENGINES.

" 7 Application filed June 1, 1912. Serial No. 700,948.

' and control of internal combustion engines of the type wherein thefuel is injected by high pressure air into a body of air-previouslycompressed in the cylinder, such as which will hereinafter appear.

Diesel engines, and its objects are to in crease the sensitiveness' andquickness of response of such engines to the. members I which controlthem, as well as other objects The invention efl'ectsits control in partor in whole through the injection airpressure, attalnmg speclalsensitiveness of action throughthe provisions for instantaneouslyvarying such pressure and which may be represented by means forcontrolling the flow in the high pressure line (throttling),

or by means permitting variable escape of air fromthe high pressure lineor system, or by both. An arrangement utilizing both of these methods ofcontrol, coordinated by connections or common operating means, is heremdescribed for lllustratlon, and such an arrangement .is particularlydesirable since the flow-controlling and relief provisions cooperateefliciently to bring about as nearly as possible instantaneous changesin the fuel injection in response to load variations or to manualcontrol, as'the case may be. 5

The .device for relieving the pressure may be variously constructed. Itmay be oper ated eithermanually or automatically, and in the latter caseit may be operated either directly or indirectly by the engine governor, in accordance with the load-variations. Preferably, the automaticcontrol is of such character as to be opened by pres- "sure of the airin the fuel air line and to be self-closing on diminution of thepressure the pressure at which, it yields 01" the degree of opening, or-both, being controlled, either manually or automatically from theengine governor, as just described. vThus,

' Specification of Letters Patent.

Patented Jan. 4, 1916.

it may consist of a loaded blow-ofi valve, I

the resistance of which to the .air pressure in the line isadjustable'in accordance with varying engine loads through theconsequent increase or decrease in engine speed. The'most desirableconstruction, however,

-is one in which there is a series of such blow-01f valves set torespond todifi'erent pressures and means, as a turn cock, for placingany one of them in communication with the high pressure air line orsystem. Thus, the pressure in the fuel air line adjacent the fuel valvemay be held more or less definitely at certain predetermined values,corresponding to diiferent engine loads. The suitable pressures for thefuel injection air for different loads may be determined by tests, andthe corresponding loads of the blow-off valves set accordingly,

and if desired so that-by their action alone and without the cooperationof theflowcontrolling valve, they will automatically determine thecorrect pressure in the injection air corresponding to the variousengine loads. During normal running when so arranged, and Many loadthere will be a constant though not necessarily large escape of air fromthe high pressure system. Adjustment to compensate for increased en.gineload will then shut ofi this escape by increasing the resistanceofthe relief device or by cutting in a blow-ofi' valve ofhigherresistance, and the pressure in the line will accordingly rise;while on the other hand adjustment to compensate for decreasing loadwill diminish the resistance of the relief device or cut in a blow-0Evalve of lower resistance, thereby permitting a freer escape and causingthe fuel air pressure to fall. Or the, relief provisions and theirconnections with the engine governor may be so designed that there is noescape from the high pressure systemduring normal or established runningat any load.' vIn this event they serve to reduce the pressure of thefuel air on a decrease in the engine load by opening to permit escape,thereafter closing when running at that load has become established;while on an increase in load they do not operate directly to increasepressure, but oppose a greater resistance to Q the escape of air, sothatthe increased supply, due either to wider opening of suitableflow-controlling means or to increased output of the air compresser, orboth, can immediately increase the pressure Without opening the reliefvalve.

It is preferred to increase the pressure, by increased supply throughthe flow-controlling means, which latter is properly coordinated withthe escape or relief provisions for that purpose, and may be operated tocut off the supply either partially or en: tirely when the relief deviceis open, thereby guarding against premature replenishment of thepressure reduced by blowing-off. lhensthe resistance to escape isincreased, by reason ofan increase in the engine load, the passagecontrolled by the flow regulating means may be enlarged so that thepressure in the airline adjacent to the fuel valve will be immediatelyincreased. It is desirable to nterpose' the flow-controlling devicebetween the relief provisions and any large recep-a-' cle orreservoir'in or supplying the injection V controlling means, such as asuitable throttle air line, since then such reservoir may be cut offfrom the service part of the line which is being vented at decreasingload'by therelief device", and opened to said line at increasingload,'when the relief device is closed, and it islikewise desirable thatboth the flow-controlling means and the relief device be located asclose as possible to the fuel valve.

From the foregoing it will be' 'perceived that variable reliefprovisionsmay constitute the sole or main instrumentality for quicklyvarying the pressure in the part of the air injection line near thepoint of fuel injection. On the other hand, variable flowvalve, mayconstitute the primary means for varying the pressure in the service endof the fuel air line,being operated, directly or indirectly, by theengine governor, and preferably 'b'eing assisted by the coiirdinatedac-Z tion of the relief device.

. A- further feature of the invention relates to the control of any ofthe regulating provisions of the engine indirectly from the enginegovernor by means of a pneumatic re- Iay device, such meanspreferably.comprising the air compressor which serves the engine, (andthe output of which is regulated p by the governor in accordance withvarying loads) and a motor or device operated by varlationsin'pressuredelivered by said compressor. For example, lnstrumientalities that'm'aybe controlled in this manner are cases, reference being had to theaccompanying diagrammatic drawings, wherein:

- Figure 1 shows one arrangement, Fig. 1 a modification thereof, Fig. 2another embodiment, and Fig. 2 a modification of the last. 6

" A working cylinder of an internal combustion engine of the Diesel typeis indicated at 10, its fuel valve, which may be of usual design, beingrepresented at 11. As is well understood, the fuel is atomized andinjected by air pressure into the body of air previously compressed inthe cylinder.

12 is the fuel line leading to the fuel valve and 13 is the' highpressure air line conducting the air for atomizing and injecting. A

holder 18, and to the fuel injection air line 13. From a suitableconnection 19 compressed airmay be delivered from the holder to otherines for any desired purpose, for instance, for starting.

-The engine governor is represented at 20. It may be of the usual typeand may be incased as indicated. By linkage of any suitable character,-indicated at 21, it controls the inlet valve of the fuel pump 22,thereby regulating the amount of fuel for each combustion charge as willbe 'well understood. lfhe particular form of mechanism for controllingthe pump 22is not essential. A wellknown arrangement is indicated, inwhich the suction valve 51 is connected to a lever 52,

' which is operated by a link 53 from the piston rod 54:. l7he hubofuthe arm 52 is rimjournaled on an eccentric bearing 55, which isrocked about thecenter 56 by the crank arm 57 forming part of thelinkage 21. It will be understood the drawing is schematic.

' other suitable linkage, indicated at 23, the

governor controls the extent, time, or duration ofopening of the fuelvalve 11, or all p of them. Such automatic control of the fuel valve. iswell understood in the art and need not be described with particularity.Suflice it to say that 58- is a bell cranklever connected to the fuelvalve and having a link 59 pivoted thereto and. bearing a roller 60,which in tercepts the valve-opening cam 61, the linkage 23 beingpivotally connected to the link 59 so as to vary the extent to which theroller 60 intercepts the projection 'of the cam. 'llhe output of the airpump 14 is also automatically regulated by the governor to the samegeneralend, linkage 24 being indicated for the'purpose of moreor lessthrottling the intake of the air pump, according to the position of thegovernor.

Thenumeral 25 represents in general, the

' 27 to valve 28, and vice versa, under inmeans for venting the highpressure air line above referred to. For purpose of illustra tion theseprovisions are shown as including three spring-pressed blow-off valves26, 27, 28, and a turn cock 29 adapted to place the fuel air line 13 incommunication with any one'of these blow-off valves, according to itsrotary position. The blow-off valves, of which there may be more or lessthan the number shown, are set to yield at different predeterminedpressures, so as to regulate the pressure in the fuel air lineaccordingly. For example the valve 26, corresponding to position I, mayserve .to hold the pressure in the air line 13 at or below fortyatmospheres, the valve 27, corresponding to posi.

tion II at or below fifty atmospheres, and the valve 28, correspondingto position III,

may yield to an injection air pressure'of say sixty atmospheres.

In Fig. 1, the turn-cock is shown as operated by the governor 20 throughthe linkage 30. In the event of increasing engine speed, due todecreased load, the cock'29 is turned say, from valve 26 to valve 27 orfrom valve creasing load. The relations maybe such that at normal orestablished'running at any load, the corresponding blow-off valve then.

in communication with the fuel air line 13 will remain closed orsubstantially closed,

whereupon a. decrease in the engine load operating through the governor-will pr oduceprompt reduction in. the pressure 1n the air line 13 byturning the cock 29 into communication with .the blow-off valve of nextlower resistance, for example, the valve;

- 26, which at onceiopens. On the other hand,

turning of theicock 29 in response to an increased load, to' place theblow-off valve of next higher resistance, for example the valve '28, incommunication with the air line 13, would not of itself increase thepressure in the fuel air line, but this would be brought about somewhatmore slowly-by the increased output of the pump 14 under control of thegovernor, or promptly by means of the flow-controlling member which isshown at 31, and which may then be opened to afford a larger passage forthe flow ,of

hjghpressurc air, from the compressor or holder 18, the resultingincrease in pressure in the fuel air line being heldbyvrrtue of thehigher resistance. of the 'blow-off-valve selected by the governor. Theflowcontrol:-

ling organ 31 may be of any suitable char-' acter, and for best resultsis located behind and comparatively near the relief provi sions. Wherea-holder, such as 18, is e ployed, it should be interposed between sehholder and the relief provisions. Its control is coordinated with thatof the relief provisions 'in a suitable manner.

In Fig. 1 it is controlled indirectly fromthe'g'overnor 20 by means ofthe ressureof the air escaping from the blow-o valves, which is causedto act upon a piston '32 against the tension of Y a spring 33, to movethe organ 31 through suitable linkage 34.- The exhaust air may beallowed to pass off more or less freely, as indicated at 35,-and it mayeither escape into the atmosphere or be utilized in any suitable manner.As already indicated, the flowcontrolling valve 31 may be .operated likea throttle valve, to increase the area of com- .munication between thesupply and the air pipe leading to the fuel valve,'at the same time thatthe relief provisions move. to the position'determining a higherpressure therein. Conversely, when the relief provisions are operated toyield at a lower pressure or to permit a freer escape, the valve 31 maybe niovedto decrease the aforesaid area of communication. In this waythe pressure in the holder 18 or in the piping 17 is partially orentirely out on or off from the fuel injection means when the reliefprovisions are brought 'into play to effect a quick change of the fuelinjection pressure. It

will be" observed that any increase or decrease in the injection airpressure is accompanied by a corresponding increase or decrease in theamount of fuel supplied, by

virtue of the simultaneous control ofthe-- a fuel pump by the governor;also that the operated directly from the governor 20, by.

means of suitable linkage 34, which will be clearly understood from thedrawing.

In thearrangements of Figs. 1 and 1, the

fuel pump, the fuel airpump, the fuel valve, and the means for ventingthe pressure inthe injection line near the region of fuel injection areall regulated directly and mechanically by the governor.

Figs2 illustrates the control of anyone or more of these factorsindirectly from the governor, through the pneumatic relay deviceabove-referred to, and in the particular arrangement shown in Fig.2 thesuction cted. When valve of the fuel pump 22, as before, is contherebyregulating the output of said pump and the pressures. in its severalstages, in

trolled mechanically from the governor, as

a direct accordance to the variation of the load.

The variation of such pressure, preferably that of the low stage 15, isutilized to control the fuel valvell and the turn cock 29 of the reliefprovisions. To this end a cylinder 40 is connected with the low stage ofthe pump by a pipe or conduit 41, and a piston 42 in the said cylindercontrols the fuel admission by a link 43 and the relief provisions bysuit able linkage 44 connected to the turn cock 29.

'The cylinder 40 and the piston 4:2 in effect constitute a motor forcontrolling engine regulation, being more powerful and positive thanhand-actuated means. The movement of the piston 42 in one direction canbe controlled bya spring 45 or in anyusual way, this wholly diagrammaticrepresentation of the regulating motor being merely representative ofany suitable type of similar device, and it will be understood that inpractice any suitable provisions may be applied to it for increasing thepositiveness and "steadiness of its action, such, for example,

as the addition of dash pot agencies for determining definite rates and.limits of the pistons movement. As in Fig. 1, the flowcontrollingdevice-31 is controlled directly by pressure of air allowed 'to escapefrom the relief provisions. a a

In Fig. 2* suitable linkage 34 is shown whereby theflow-controllingmember also is operated directly and mechanically fromthe pneumatic relay, the arrangement otherwise being the same. f

It will be obvious that means may be provided for cutting out the reliefprovisions and also the flow-controlling organ 31 if the conditions aresuch that it is satisfactory to use pressure as it exists in the holder18 without modification. The venting of the injection air pressure isobviously more effective and accompanied by less loss of air,

*when the capacity of'the piping from valve 81v to the fuel valve issmall, but it is nevertheless practicable to employ a larger capacity,when desired for other reasons, as represented by the dotted linereservoir in Figs. 1 and 1 i Wjhat isclaimed as new is:

1. The combination with an internal combustittn engine of the Dieseltype having a cylinder, means for injecting fuel into air previouslycompressed therein, and fuel and high pressure air lines leading to saidmeans,

of variablerelief provisions in said air line, and means to controlsaidprovisions in accordance with varying loads.

2. In an internal combustion engineof the Diesel type, the combinationwith an engine cylinder having full injection means,a pump forcompressing air for injecting fuelinto the cylinder, and a high pressureair line for conducting the air thus compressed to the injection means,of means for regulating the output of said/pump, and a variable reliefdevice in the injection air line between the pump and the cylinder. d 3.Thecombination with an engine of the type described having fuelinjection means and a high pressure air line leading thereto, of avariable relief valve device connected with said line.

a. The combination with an engine of the type described, having fuelinjection means and a high pressure air line leading thereto,

of a plurality of graduatedrelief valves and means for connecting anyone of them with said line.

5. The combination with a cylinder ofa sor with pipe connections betweensaid compressor and said fuel admission-means, of

means for varying the output of said com-' pressor, means for varyingthe action of the fuel admission means, and variable relief provisionsin said pipe connections.

7. In an engine of the type described, the combination with a cylinderfuel'injection means therefor and pipe connections for supplying thesame with high pressure fuel injection air, of flow-controlling meansand variable relief provisions in said connections, andmeanscoordinating t e action of said relief provisions and flow-controllingmeans. V

8. The combination with a cylinder of a combustion engine of the typedescribed, its fuel injection means, and connections for supplying thesame with fuel injection air, of a flow-controlling device in saidconnections, a relief device between said flow-controlling device andthe fuel injection means,

and operating means'for cbincidently actuating said devices.

9. The combination with a cylinder of a Diesel type engine, itsufuelinjection means and connections for supplying the same with fuelinjection air, of a variable flowecontrolling device in saidconnections, a variable reliefdevice between said flow-controllingdevice and the fuel injection means, and meansfor automatically varyingthe action of said devices in accordance with the load fiuctuations.

10. The combination with a cylinder of a Diesel type engine, its fuelinjection means,

and suitable connections-for supplying the same with fuel injectionair,- of variable means for venting air from said connections, agovernor for operating the same automatiregulating the output? of saidcompressor, a;

cally inaccordance with the load fluctua-- tions, and flow-controllingmeans in advance of said escape means operated coincidently therewith. 4j

11. The combination with a cylinder and fuel injection means of acombustion engine having suitable connections for supplying the samewith fuel injection air, of pressure relief means for said connectionsand means for controlling the flow of air to said connections, actuatedby air vented by the relief means. p i

12. The combination with a cylinder and fuel injection means of a Dieseltype engine device between the same and said reservoir.

14. In a Diesel type engine, the combination with a cylinder, fuelinjection means therefor, and a supply of high pressure air. connectedwith said injectionmeans, of means for controlling'the flow of saidhigh: pressure air, relief means intermediate said flow-controllingmeans and the fuel injection means, and means for varying the period ofadmission of the fuel .to the cylinder.

15. In a Diesel type engine, the, combination with the working cylinder,fuel injection means, and a fuel air compressor having connections tosaid fuel injection means,

- of means for varying fuel admission to the cylinder, means for varyingthe output of said compressor, means for controlling the flow of highpressure air to the fuel injection means, and relief means intermediatethe flow-controlling and fuel injection means; Q

16. Thecombination with a'cylinder andfuel injection valve of a Dieseltype engine,

a fuel line to said valve, and a high pressure air lin leading from asupply of high pressure a r to said injection valve, of a governor, athrottle valve in said line controlled by the governor, a fuel pump alsocontrolled by "said governor, and governor-controlled means for'timin'gthe operation of the fuel valve.

17. The combination with a cylinder ofan engine of the Diesel type,means for injecting fuel into air previously compressed in saidcylinder, and a high pressure air system connected with said injectionmeans, of a compressor connected with said system, a governor andconnections for automatically of the compressor controlling variablerelief device in the high pressure air system, and pneumatic means foroperating said relief device.

18. The combination of the cylinder and fuel injection means of anengine of-.the Diesel type, a high pressure air line leading to saidinjection means, an air compressor for supplying said line, a governorand connections for automatically regulating the output of saidcompressor, a flow-controlling device in said high pressure air line,and-pneumaticmeans whereby the said goveriior operates said flowcontrolling device.

19. The combination of the cylinder and fueluinjection means of anengine of the Diesel type, a-high pressure air system for supplying saidmeans with fuel injection 'air, an aircompressor, a governor-andconnections for automatically regulating the output of said compressorin accordance with .v'aryingengine loads, a flow-controlling device insaid high pressure system, a relief device intermediate saidflow-controlling device. and the engine, and a pneumatic deviceconnected with sa1d compressor and op vices from said governor. 20. Thecombination with an internal combustion engine having a fuel 1nject1onerating said flow-controlling and relief devalve, an air compressor, andahigh pres-- sure line from thev compressorto said fuel injection valve,of a flow-controlling organ in the high pressure line and means wherebysaid organ is controlled by variations in pressure at the compressor.

21. The combination with an internal combustion engine having a fuelinjection valve, an air compressor, a high pressure line from thecompressor to said fuel injection valve, and means for regulating thecompressor, 'of a flow-controlling organ in the high pressure line andmeans whereby said organ is controlled by variations in pressure at thecompressonj 22. The combination with an internal combustion enginehaving a fuel injection valve, an air compressor, a high pressure linefrom the compressor ,to said fuel injection valve, and means forregulating the compressor, of a throttle valve in the highpressurefline, and a pneumatic device in communication with a lowpressure portion said throttle Valve."

' 23. Regulating means for Diesel engines comprising in combination witha fuel injection valve and an V3111 compressor driven by the engine forsu'pplymg high pressure air. to, said fuel injection valve, a throttleto movement of said throttle valve in the inlet. 2-1. The combinationwith an internal combustionengine having a fuel injection valve, an aircompressor, a high pre$ure line connecting'the compressor with saidfuelinjection valve, and a governor controlling the air compressor, of meansfor controlling the flow in the high pressure line,

: pressure stage or passage of the compressor.

In testimony whereof, I have signed this specification in the presenceof two Witnesses.

PAUL Gr. ROESTI. Witnesses:

AUGUST Rimes, HARRY A. MCBRIDE.

